Dump-car.



T. R. MGKNGHT.

DUMP GAR.

APPLIGATION FILED 11113.17, 1911.

Patented June 17,1913.

THB'IAS B. MCKNGHT, DF`AU31GORA, CILLNOIS, ASSIGTOB, T0' WESQERN WHEELED 'SCRAER ClPANY, OF AURQRA, ILLINOS, CQRPORATION 0F ILLNOIS.

sustraer-ia.

speeiiicaiiea of Letters raient.

Patented June l', twig;

espumas meinem iff, 1911. .sentii no. inaoei.

- erence being had to the accompanying drawings.

My invention relates to dump cars, and has particularly to do with dump cars pro'- vided with air-operated mechanism for dumping the load andV for restoringr the car bed or bo.\v to its nor al position. An example of this type of epmp car is illustrated and described in Letters Patent of the United States No. 920,616, granted to me May a, 1909, in which the dumping' of the load and also -tlie restoration of the car bed to its normal position are effected by the engineer in the cab throughthe instrumentality ot' train-pipes supplied with compressed air from any suitable source, the air pressure in said pipes being controlled by the engineeris valve in the cab in such mannei' that he may admit compressed air to either train-pipe at pleasure or exhaust ii; therefron-i. For dumping the load of the severall cars at one side of the train, air is admitted Vtothe trainpipe at that side and through such trainpipe is supplied to cyl inders on `the several cars. These cylinders are provided with suitable pistons and connected mechanism which, when air is ad mitted to such cylinders, operates to pull down on one side of the car and cause it to tilt and discharge its load. lWhen the cars are to be restored to operative position,

compressed air is admitted to the trainpipc at the opposite side and operates through siiiiilar mechanism to pull down on the opposite sides of tlieseycral cars andl thereby swing' bach the cai' boils to their horizontal position. lt' is obvious that owing to the unequal loading' ot the differentl cars of a train and to the variation iii the position ot' tlie loads ot the several cars rseine cars will dump more easily than others and consequently the easier diii'i'ipinccars will require less power so that the pressure the dumping side of theftiailn must be e.\:-

Iescape through the engiiieers valve. `arrangement is objectionable owing to the :hausted as, the restoring operation takes place, and in such dump car systems as heietutore used the construction hasbeen such thatl the compressed air so exhausted from 'the cylinders at the dumping" side has had This fact that as above suggested the pressure in the several cylinders is unequal, being high in some cylinders and low in others, and consequently Where all cylinders exhaust into a common train-pipe t-lie exhaust is not as t'i'ce as is desirable and the restoration of the cars cannot bc as economically and etliciently effected as would be the case if the several cylinders exhausted directly into the open air.

The object of my present invention'is to provide an improved construct-ion by which this exhaust-inset the cylinders into the open air is provided for, thus making the restoration of any car Abed to its normal position independent of the action of any other car in the train. I accomplish this object as illustrated in the drawings and as hereinafter described.

What I regard as new is set forth in the claims.

. In the accoinpanyitigr drawings, in which I have illustrated only so much of a cai' as necessary to a clear understanding of my iiivention,--Figiire l is a partial side elevation of a. dump-car; Fig. Q is an end view ol. one of the air valves by which the admission of air to the car cylinder from the trainpipe and its exhaustion therefrom are coiitrolled,-some parts beingbroken away and Fig. El is a longitudinal vertical section on liiic 3--3 of Fig. Q.

Referring to the drawings-#l indicates a part of the` draft-rigging` ot a car, which also supports the car body, 5(3 indicatiiir the upper and lower members, respectively, of one ot the pivotal supportsl on which the rar bed is carried so `that it may rock transversely of thc car to dump its load at either side thereof. i

T indicates one of the train-pipes, which is composed of a number of sections carried by thel several cars'and connected together in series and to the engineers'valve in the cabA` as hereinbefoie described. These parts said vPatent No. 920,616 and need not bc fui@ ther shown-and described herein, as, sepaare fully illustrated and described in my controlsV the exhaustion'of the air from saidl cylinder. The valve 10 is connected by a pipe 11 with the train-pipe 7 and by a pipe 12 with the cylinder 8.

13 indicates a lever for operating the valve 10, and 14 a connectingrod by which said lever is actuated to open or close said valve in the manner described in my said patent.

The construction ofthe valve 10 is best" shown in Figs. 2 and 3. As therein shown, 15 indicates therinlet end of the valve and Y 16. the outlet end o'r the end which communilcates with the pipe 12. 17 indicates a passage extending directly through the valve body from the inlet- 15 to the outlet 16, formingy a main passageway therethrough through which air is admitted to 'the/cylinder 8 when the car bed is to be dumped. 18

lindicates'a conical bushing, which is iitted centrally in the body of the valve and forms a bearing for the valve-plug 19,'which is also tapered. and fits in the bushing so as to rotate therein in the ordinary way. At one end the valve 19 is provided with a square projection 20 to receive the lever 13 by which the key is rotated to open or close the main passage through the valve. As shown in Fig. 2, the valve 19 is provided with a slit 2l which, when the valve is open, registers with the main passageway and when the.

valve is closed extends transversely thereof.

,22 indicates 'a screw-cap tted in .a projecting portion 23 of the valve body so as to inclose the lower end of thebushing. When access to the valve and bushing are desired, the cap 22 may be removed. 24 indicates a boss or lateral extension 0f the valve body, which contains a check-valve chamber 25 and a valve-seat 2G. The boss 24 also is provided below the valve-scat 26 with one or more exhaust passages 27, as shown in Fig. 2. 28 indicates a check-valve which is fitted in the chamber 25 and is adapted to rest on the seat 26. said check-valve having an upwardly-projecting stem 29 fitted in a suitable bearing in a screw-cap 30 which tits in the upper portion of the boss 21, as shown in Fig. 2, and is also provided with a downwardly-projcctng stem or barrel 3l which fits closely in that portion of the cheek-valve chamber 25 below the seat 26.-'-the arrange ment being such that when the valve 28 is on its seatvthe barrel 31 closely lits in the lower portion of the check-valve chamber 25 and The length of the barrel described. 32 indicates a by-pass whichY leads from the inlet end of the valve 10 to the upper portion of the check-valve chamber 25, and 33 indicates va by-pass which leads from the outlet end of the valve 10' to the lower portion of thecheck-valve cham# ,ber 25, as shown `in Fig. 3, so as to admit air from the cylinder to the lower-portion of said check-valve chamber below the barrel 31 of the checkl'valve 28. The purpose of this arrangement is-to permit pressure of the air in the cylinder 8 to raise the valve 28, under certain conditions, so as to carry the barrel 'a5 31 up above .the ports 27 and permit the-il in the cylinder 8 to vexhaust lthroughf'said ports, as hereinafter described. u

The operation is as follows: Vhe'n the car is in its normal position the valve l0 is open so that when the car is to be dumped and air' is admitted by the engineer tothe train-pipe 7 for that purpose, air pressure is supplied through pipe 11.yalve 10 and pipe 12 to the cylinder. At this time .downward pressure is applied to the check-valve 28 by the air in the train-pipe through by-pass 32, tending to hold said valve closely down upon its seat. l/Vh'ile at the same time air antler theI same pressure as the air in the cylinder S is admitted to the lower portion `of the check-valve chamber 25 through by-pass 33, and such pressure tends to lift the barrel 31, as such barrel is of less diameter than the check-valve the downward pressure upon the check-valve is greater-and the valve is not lifted from its seat. When the valve 28 is on its seat the barrel 31 serves to close the exhaust ports 27 so that the escape of air through said ports is at that time prevented. When the dumping operation is completed thc valve-plug 19 is automatically turned to its closed position by suitable. mechanism, such, for example, as that described in my said patent, thereby cutting ott the cylinder 8 from communication with t e train-pipe 7, and the engineer by means o his valve connects the train-pipe 7 with the main exhaust so as to relieve said pipe from pressure. This also relieves the check-valve 28 from downward pressure so that the pressure' of the air in the cylinder 8 operates to lift said check-valve and expose the outlet ports 27, thereby permitting the air in the cylinder 8 to escape into the open air while the car bed is being restored to its operative position by the action of the cylinder .at the opposite side of the car, as hereinbefore described.

l wish it to be understood that while I consider the construction shown and described as being the best device as yet devise'd lfor the purpose of exhausting the dumping cylinders into the open air, my invention is not restricted to such specific construction but is generic in character, and the claims are therefore to be construed accordingly.

By the term dumping mechanism 7 as employed in the claims itis intended to comprehend either compressed-air-actuated mechanism for tilting the car bed to discharge its load or for tilting it in the opposite direction after dumping to restore it to its normal position.

vWhile my improved valve is intended primarily for use in connection With dumpcars, it may be used for any other purpose for which it is adapted.:

That Which I claim as my invention, and

desire tosecure by Letters Patent, is,-

1. A dump-car having compressed-airoperated dumping mechanism comprising a cylinder and an inlet-valve for admitting vcompressed-air thereto, said valve having means operated by back-pressure of the compressed-air in the cylinder after the closure of the inlet-valve and independently thereof for permitting the compressed-air in the cylinder to be exhausted into the atmosphere.

2. A dump car having compressed airoperated dumping mechanism, comprising an inlet valve for compressed air, said valve having a check-valve operating after the closure of the inlet valve to permit the compressed air to be exhausted into the mosphere.

3. A dump car having compressed airoperated dumping mechanism, means for admitting compressed air thereto for actuating the same and for shutting o6 the compressed air supply, and means operated by back-pressure for vexhausting the compressed air from said dumping mechanism into the at-mosphere.

4, Ina dump-car system, comprising a plurality of cars equipped with compressedair-operated dumping mechanism, the comsoV bina'tion with a tra1n-pipe,' for supplying compressed air to the dumping mechanism r of said cars, of means 'operated by back-A pressure When the train-pipe pressure is cut off for separately exhaustingthe compressed THOMAS R; MC KNIGHT.

fitnesses H. D. HAMPER, R. L. RUBLE.

air from the .dumping mechanism of'the several cars into the atmosphere. 

